CN1271322C - engine generator set - Google Patents

Abstract

An integrated engine generator unit in which a novel, two-cycle type, six cylinder, dual cam internal combustion engine, typically operating at constant speed, drives a plurality of magnets (24) past a stationary coil (C) to generate electrical energy.

Description

engine generator set

technical field

The present invention relates to a mechanical/electrical generator, and more particularly to an improvement in the combination of a mechanical internal combustion engine and an electrical generator for generating electrical power.

Background technique

Since ancient times, people have searched for better and easier ways to perform its daily tasks that require the utilization of certain forms of energy. In the earliest days, man could only rely on his own energy to perform these tasks. Later he had fire, then domesticated animals, and soon he learned to make and use steam, and then developed the internal combustion engine. Electricity was produced shortly thereafter. From the very early days of the electrical age, people have known about electrical energy, even though they didn't know how to use it. He also used his own hands, the hands of friends, his livestock, the steam engine, and the internal combustion engine, which after a certain time became popular. As we know, electricity gives us almost everything we need throughout our life from birth to death. Without electricity, there would be no host of refrigerators, microwave ovens, televisions, radios, computers, or other electrical instruments that people use. The wide-ranging uses of electricity can only be better understood by people who have experienced blackouts. In fact, people today rely almost exclusively on electricity in every aspect of their lives, whether at work or at home. Without electricity, man would be left in the dark, just like his cave-dwelling ancestors, and electrical failures are now more frequent and longer than before. Some power plants even need to opt for planned outages on the worst days of summer because of the heavier load requirements of running air conditioners. One way to solve the electricity shortage is to buy more electricity from neighboring electricity producers, but this is not a long-term solution.

Power demand is currently greater. New uses for electricity are being discovered every day. As the population grows, new homes are built everywhere, and more factories are built to make more products and provide jobs for all the new workers, so we need more electricity. Although relatively few new power plants are built, generators for emergency use are frequently required. Although the requirements for economical use, reliability and affordability of generators used in emergency situations are not yet high, the requirements will become higher in the future.

It is an object of the present invention to address the aforementioned need and need for a portable, relatively light, efficient, economical generator which uses an internal combustion engine to drive electromagnetic coils in order to generate electrical energy.

Contents of the invention

The present invention relates to an improved stationary or portable electrical energy source utilizing a combination internal combustion engine and generator, and more particularly comprising a novel internal combustion engine integrated with a generator having a motor rotor. The engine's combustion cylinders and pistons follow annular twin-cam tracks, preferably operating in a manner substantially similar to a relatively fixed-speed two-stroke engine, in order to provide a flexible design for an efficient, high-power, small, lightweight internal combustion engine capable of Use a wide range of hydrocarbon fuels while maintaining efficient, low-cost production.

Another object of the present invention is to provide an internal combustion engine with a very high design flexibility in terms of infinitely variable combustion and subsequent power transitions.

It is a further object of the present invention to provide an internal combustion engine in which the rest at the top of the piston stroke is prolonged so as to enable a more complete combustion of the air/fuel mixture ignited in the cylinder while the position of the piston in the associated cylinder is substantially stationary.

Another object of the present invention is to provide an internal combustion engine which has a static extension at the top of the piston stroke so that the air/fuel mixture ignited in the cylinder can expand more fully so that a greater in-cylinder pressure can be generated while the piston is at The positions in the associated cylinders are essentially stationary.

Another object of the present invention is to provide an internal combustion engine which does not require the formation of cylinder gaskets which would limit the ability of the engine to withstand extremely high cylinder pressures.

Another object of the present invention is to provide an internal combustion engine having an infinitely variable cam track configuration to most efficiently convert the linear motion of the piston into the rotational motion of the engine/generator rotor.

Another object of the invention is to provide an internal combustion engine in which the rest at the bottom of the piston's stroke is extended so as to allow the discharge of exhaust gases while the position of the piston in the associated cylinder is substantially stationary.

It is a further object of the present invention to provide an internal combustion engine in which the rest at the bottom of the piston stroke is extended so that each piston housed in a cylinder can clean or expel all exhaust gases while the position of the piston in the associated cylinder is substantially stationary.

It is yet another object of the invention to prolong the rest at the bottom of the piston stroke in a multi-cylinder internal combustion engine, so that each cylinder is cleaned, purged and cooled with internal air while the exhaust valve remains open in the extended, substantially rest position .

It is a further object of the present invention to provide a two cycle, multi-cylinder and piston internal combustion engine in which the periods of rest of the pistons are extended so that the exhaust valves of the associated cylinders remain fully closed prior to the introduction of fuel into the cylinders.

Yet another object of the present invention is to provide a two-cycle internal combustion engine which utilizes means for prolonging the rest of the stroke bottom of each piston so that the filling of the cylinder is accomplished while the piston is substantially stationary relative to its cylinder for the purpose of Burn next time.

Still another object of the present invention is to provide an internal combustion engine utilizing annular opposing double cams for regulating the movement of the pistons by means of the double cams, which provide an infinitely variable compression stroke of each piston for optimally selected Combustion of suitable fuels.

Another object of the present invention is to provide a two cycle rotary engine utilizing a cam arrangement capable of multiple firings of each cylinder per complete revolution of the engine rotor.

Yet another object of the present invention is to provide an internal combustion engine designed for use in an integrated engine/generator which incorporates the features of the above-mentioned object.

Another object of the present invention is to provide a mechanical/electrical device for generating electrical energy with an internal combustion engine such that the rotating mass of the rotor of the engine is the armature of the generator unit.

A general object of the present invention is to provide a compact, lightweight device which provides efficient portable and stationary power, which is reliable in use, economical to manufacture, and environmentally friendly.

To this end, the present invention provides an integrated engine generator unit comprising an internal combustion engine including a rotatably driven central rotor supporting a plurality of radially extending, arcuately spaced cylinders, the cylinders rotatable with said rotors about a central longitudinal axis; pistons movable coaxially within each said cylinder; a stationary integral housing housing said motor coaxially with said axis; a pair of aligned, similar, axially spaced annular cam tracks integrally formed with opposing inner walls of said housing; a pair of cam followers, said pair of cam followers pistons, each cam follower operably cooperating with an adjacent one of said cam tracks; and means in bearing relation with the exterior of each said cylinder for causing an associated pair of said cam followers and respective The corresponding pistons are interconnected so that the combustion activation of each piston is used to drive the cam follower along the cam track; said rotor and cylinder; and at least one magnet mounted for movement with said rotor to generate electrical energy as said magnet orbits through said field winding.

Description of drawings

Those skilled in the art can more easily understand the above and other objects, features and advantages of the present invention through the following detailed description of the preferred embodiments shown in the accompanying drawings.

In the attached picture:

Figure 1 is an exploded view of the engine/generator showing the main components of the engine/generator for clearly illustrating the present invention:

Figure 1A is an enlarged cross-sectional view of a valve assembly represented by N in Figure 1;

Figure 2 is an end view of the assembled unit shown in Figure 1 with the front casing removed and some cylinders and pistons of the generator shown in front view and others in section;

Figure 2A is a complete cross-sectional view substantially along line 2A-2A in Figure 2, but assembled with the end receiver removed in Figure 2 in order to show the mounting structure of the component;

Figure 3 is an end view similar to Figure 2 with the front case removed showing the cam rollers and spark plugs not shown in Figure 2;

Figure 3A is a complete cross-sectional view substantially along line 3A-3A in Figure 3 and viewed in the direction of the arrow, with the front receiver assembled therein, similar to Figure 2A;

Figure 4 is another end view of the same Figures 2 and 3, with the front case removed, showing one half of the double cam arrangement and the relationship of the cam rollers to the double cam arrangement.

Fig. 4A is a complete cross-sectional view substantially along line 4A-4A in Fig. 4 and viewed in the direction of the arrow, similar to Figs. 2A and 3A, and including the front receiver in the assembly;

Figure 5 is another end view similar to Figures 2, 3 and 4, showing the structure of the insulated electrodes installed in the removed front casing;

Figure 5A is a full cross-sectional view substantially along line 5A-5A in Figure 5 and viewed in the direction of the arrow, showing the missing front receiver in the assembly, similar to Figures 2A, 3A and 4A;

Figure 6 is a schematic graph showing piston motion and function during two combustion cycles of a full 360° rotation of the engine rotor;

Figure 7 is a view showing the layout of the cam track in which, in particular, the relevant functions of the cam shown in Figure 6 are shown;

Figure 8 is an end view similar to Figures 2-5, with the front case removed, showing the relationship of components during dual cylinder firing, with normally stationary components shown as rotating, and normally rotating components for clarity expressed as static;

8A is a cross-sectional view substantially along line 8A-8A of FIG. 8 and viewed in the direction of the arrow, showing the engine/generator of FIG. 8 fitted with the front case in an installed position;

Figure 9 is a view similar to Figure 8 showing the engine/generator with the front case removed and showing the position of the components at the end of combustion;

Figure 9A is a cross-sectional view substantially along line 9A-9A of Figure 9 showing the engine/generator with the front case removed in the installed position;

Figure 10 is an end view similar to Figure 9 with the front case removed and showing the two pistons at the end of the combustion stroke;

FIG. 10A is a cross-sectional view substantially along line 10A-10A in FIG. 10 and viewed in the direction of the arrow;

Figure 10B is a partially enlarged view of the central area of Figure 10A, showing cooling holes, exhaust passages, and indicating exhaust flow;

Figure 11 is another end view similar to Figure 9 with the front case removed and showing the engine rotor in a 90° rotation;

11A is a cross-sectional view substantially along line 11A-11A of FIG. 11 showing the engine/generator of FIG. 11 with the front case mounted therein;

FIG. 11B is an enlarged cross-sectional view of the central portion of FIG. 11A showing internal cylinder ventilation and cooling;

Figure 12 is another end view similar to Figure 11, with the front case removed, showing the engine/generator at fuel intake;

Fig. 12A is a cross-sectional view similar to Fig. 11A, taken substantially along line 12A-12A in Fig. 12 and viewed in the direction of the arrow, with the front receiver removed in the assembled position;

Figure 13 is another end view of the engine generator unit with the front case removed, similar to Figures 11 and 12, showing the start of the compression cycle;

13A is a full cross-sectional view substantially along line 13A-13A in FIG. 13 with the nose receiver in the assembled position.

Detailed ways

The following description will set forth the features of the preferred embodiment of the invention, and in particular the features of a mechanical motor/generator utilizing a two-stroke, six-cylinder, twin-cam, rotary piston engine, which is designed to operate at a relatively fixed rpm or speed It runs and generates 220-volt three-phase alternating current. This is not the only form the motor/generator of the present invention can take, nor is it the only form of electrical energy it can generate. However, the form of the invention described and illustrated herein is the best mode currently contemplated by those skilled in the art for carrying out the invention.

It will be appreciated that Figure 1 is an exploded view of the engine-generator unit of the present invention showing its main components which will be referred to time and time again in the following description of the invention.

It should be appreciated that the essential parts of the engine/generator shown in Figure 1 are lettered so that these shown components can be easily traced in subsequent figures.

Of these parts, the required numbers and letter designations are shown in the table below: letter required number illustrate A 2 Insulated electrodes used to provide ignition energy to spark plugs B 2 The front case that forms one half of the engine case C 1 static electric coil of generator D. 1 front ring gear E. 6 spark plug insulator f 6 spark plug G 1 front thrust bearing h 1 engine rotor I 6 cylinder J 6 cylinder liner K 6 piston pin L 12 cam roller m 12 Cam roller assembly N 6 valve assembly o 1 rear ring gear P 1 main bearing Q 1 Spindle R 1 exhaust pipe S 2 rear thrust bearing T 1 exhaust valve cam ring u 1 rear receiver V 6 Stem W 6 valve body x 6 valve guide Y 6 valve spring Z 6 exhaust valve cam follower

Referring now to Figure 2, it should be appreciated that the front case B of the engine is not shown in this figure or in subsequent Figures 3-5 for the sake of clarity. However, the rear receiver U is shown along with twelve (12) mounting bolt holes 20 and six (6) alignment pins 21 . It can also be seen from the figure that the six (6) cylinders are represented in three different ways, namely in solid lines, in solid lines with hatching, and through the center of the two opposing cylinder assemblies (I)1 and (I)4 The full sectional view of the representation shows that each cylinder has a piston K, a cylinder liner J, a piston pin L and a corresponding combustion chamber 22 (see FIG. 2A).

In FIG. 2A , the assembled relationship of the various parts described in FIG. 2 and the front and rear casing parts B and U of the engine case are shown. It should be appreciated that, as shown in FIG. 2, the rotor H carries six (6) arcuate permanent magnets 24 mounted around the periphery of the rotor and between adjacent piston and cylinder assemblies.

As can be seen from Figure 2, a complete cross-sectional view showing the assembly of the components of the engine/generator, the engine is in many respects similar to the teaching and description of the four-stroke engine in my prior U.S. Patent No. 4,653,438, the Publication date was March 3, 1987, titled "Rotary Engine". Certain differences from the rotary engine of this patent are that the cylinder assembly of the present invention employs a threadably removable cylinder I, cylinder liner J, piston K, piston pin L, and cam roller M, which are described in my prior U.S. Patent No. 5,636,599, which was published on June 10, 1997 and entitled "Improved Cylinder Assembly".

Similarly, each modular poppet valve assembly denoted N in Figure 1 and enlarged assembly Figure 1A using parts V, W, X, Y and Z is more fully described in my U.S. Patent No. 5,701,930 , the U.S. Patent No. 5701930 was published on December 30, 1997, and the title is "Modular Valve Assembly". Apart from the combination of generator and engine and its functional consequences, the features of the invention set forth in the above mentioned patents will not be presented here.

In general, it will be appreciated that the engine portion of an engine/generator comprises a rotor member (H in Figure 1) which is rotatably supported by main bearings (P in Figure 1) on a central main shaft Q of how many open holes and internal passages for air and fuel flow to each cylinder and piston assembly (six (6) in this particular embodiment of the invention) One end of the coaxial exhaust pipe R, R and finally discharged. The operation of each piston cylinder assembly 1 is carried out according to the design of a pair of radially spaced opposing dual orbital cam surfaces 30 and 31, as described in more detail below.

As the selected fuel ignites and detonates in the respective combustion chamber 22 (see FIGS. 2 and 2A ) located at the radially innermost end of each cylinder, the respective piston K moves radially outwardly inside the associated cylinder. A piston pin L projecting outwardly through an elongated slot 25 in the wall of each cylinder I interconnects each piston K with a corresponding sleeve member J; . Cam follower roller assemblies M (see Figure 4) engageable with opposing cam tracks formed in the two housing halves or casings B and U (see Figure 4) regulate the radial movement of the pistons in their respective cylinders relative to the main shaft Q , in order to effectively drive the rotor to rotate around the main axis Q. Said relationship is generally in terms of the construction and operation of the components, which is described in more detail in my aforementioned patent No. 4653438, although the engine of that patent is of the four-stroke type and therefore differs from, and in particular by, the present engine Piston movement and piston reversal dictated by the double cam arrangement.

Because current engines are designed with six (6) cylinders, such as shown in Figure 2, opposing cylinder and piston assemblies are fired simultaneously, so that the pistons in these cylinders move in opposite directions while being in diametrically opposite positions, This is used to balance the forces created by the ignition and deflagration of fuel in opposing cylinders. Thus, as can be seen in particular from FIG. 2A , the actual ignition of the fuel takes place in each combustion chamber 22 arranged between the valve assembly N and the spark plug F which enters the combustion chamber in a known manner.

Figures 3 and 3A are similar to Figures 2 and 2A, except that spark plug F is visually labeled in Figure 3 . In sectional view 3A, the valve stem V is likewise indicated and labeled, while the exhaust valve cam follower Z and the spark plug F are also clearly indicated in this figure.

As can be seen from Figures 3 and 3A, the piston K in the cylinder (I) 4 and the corresponding cylinder liner J mounted around the outside of the cylinder are interconnected by means of piston pins L which pass through the diametrically opposite sides of the cylinder wall. 25 of the slots. The cylinder liner J is formed with an outer coaxial trunnion 26 projecting from diametrically opposite sides of the cylinder, on which a cam roller bearing M is rotatably mounted. Obviously, all six cylinder assemblies are equipped with piston K, sleeve J, piston pin L and cam roller bearing M, the same as above.

As best shown in Figures 4 and 4A, the cam roller bearings M operate to control the movement of the pistons K in their respective cylinders. This action is achieved by means of twin stationary cam tracks 30 and 31 (see FIG. 4A ) formed in opposing alignment on the inner walls of the two outer casing parts (B) and (U). In operation, the roller bearing M (except at engine start, when primarily engaged with cam surface 31) remains in constant contact with the outer wall or surface 30 of the outer stationary cam track; Clearance is provided between the sub-bearing and the radially innermost wall surface 31 relative to the cam track.

As shown in Figure 4, each of the cam tracks 30 and 31 is asymmetrical for every half revolution or 180° of rotor rotation in which a complete combustion cycle occurs. The cycle is then repeated for the relative 180° of rotor rotation. Such a dual cam design allows each cylinder to fire twice per revolution of the rotor, so a six cylinder engine of the illustrated embodiment would perform 14400 complete combustion cycles per minute, for example running at 1200 rpm. Mathematically, this result is calculated by multiplying six cylinders by two firings per revolution, which equals 12 full combustions per revolution. It multiplied by 1200 equals 14400 full burns per minute. This is equal to the energy of combustion produced by an ordinary four-stroke engine with 24 cylinders running at the same speed, or the energy of combustion produced by an ordinary two-stroke engine with 12 cylinders running at the same speed. This result can also be achieved with an ordinary six-cylinder four-stroke engine, for example when the engine in most standard ordinary cars in use today is running at 4800rpm.

In front view FIG. 4 shows the annular exhaust valve cam ring T fixedly mounted on the stationary end casing U (see FIG. 4A ). The cam T is responsible for opening the poppet valves and keeping them open when the exhaust valve cam follower Z passes the cam ring with the rotational movement of the rotor H. In the normal representation of the front view FIG. 4 the exhaust valve cam ring T would not be shown or seen. However, its solid line representation in Figure 4 will help to better understand the engine.

Referring now to Figures 5 and 5A, it should be appreciated that isolated electrodes A are shown in Figure 5, although they are actually mounted on the omitted front case B, as best shown in Figure 5A. It will be appreciated that electrode A, like the cam track and exhaust valve cam ring T, should not normally be shown in the front view of Figure 5 since the front case B has been removed. However, they are shown in solid lines in Figure 5 for a better understanding of the operation of the engine/generator.

Figure 5 also shows six arcuate permanent magnets 24 arranged between the outer ends of adjacent cylinders, as previously described. In FIG. 5A is shown a stationary coil C held by housing barrels U and B and extending axially therebetween, together with specific output coil wires 33 (see FIG. 5 ).

Also shown in FIG. 5A is a main shaft oil line 34 and an oil supply manifold 35 at the inner end of the main shaft Q. As shown in FIG.

Similar to Figures 2, 3 and 4, Figure 5 shows the position of the engine components at 0° rotor rotation. As shown in the cross-sectional view FIG. 5A , the air-fuel mixture in the cylinders has been ignited, for example in the respective cylinders (I)1 and (I)4 and shown in solid lines with the piston K rotating underneath by means of the cam surface 30 remain stationary within 10° and do not move radially inward or outward relative to the centerline of the engine. This unique momentary state of rest allows the ignited air-fuel mixture to burn more completely, bringing cylinder pressure to its highest possible level before the piston moves. This action alone provides greater efficiency and greater output horsepower than would be the case if the same volume of fuel was consumed in a normal engine.

Having previously described the characteristics and operation of the basic mechanisms of the engine, the events that occur during a single revolution of the engine rotor are described below, so reference is first made to FIG. 6 . It should be appreciated that Figure 6 illustrates the specific features of the piston movement and also refers to the various events and functions that take place during that movement.

Starting at 0° on the left hand side of the graph of Figure 6, the combustion quiescence is represented by line 1 and extends 10° from 0° of rotor rotation. As before, each piston remains in its cylinder in a relatively stationary position during this time. In this state, the ignited air-fuel mixture is more fully combusted, producing the maximum possible cylinder pressure before the piston is enabled to move.

From 10° to 48°, the piston is able to fall radially outwards, as indicated by line 2 . This descent of the piston is very fast and steep and produces very high torque at very low RPM, although this is not always desired. In current engine/generators, this state is highly desirable because there is no need to worry about external gear meshing issues. The full high torque produced by the engine is absorbed evenly by the entire casing in generating action. Thus, the casing can be made lighter without the concerns or failures caused by the heavier unevenly distributed loads imposed on it by external rotational forces.

The exhaust cycle begins 3° before the end of piston descent as indicated by line 2, as indicated by line 5, while exhaust rest begins at the end of piston descent. The term "exhaust rest" is not necessarily precise as it relates to the time when the piston is relatively stationary at the bottom of its stroke as shown by line 3. As shown, it takes much longer than simply exhausting the cylinder. Exhaust dead time begins at 48°, while exhaust begins at 45°, while the cylinder purge and internal cooling sequence begins at 70°. These operations are indicated as lines 5 and 6. The exhaust cycle ends at 110° when the exhaust valve is fully closed. Thus, compression (line 7) begins at 110° while the cylinder purge and cooling holes are still open. At 113° the precompression and fill cycle begins (see line 8). At this point, cylinder purge and cooling (line 6) continues to pump fresh air into the cylinder until 120°, at which point the purge port closes, which helps to fill the cylinder quickly. At 135°, resting ends (line 3).

At 135°, piston lift (line 4) causes the piston to move radially inward towards the center of the engine/generator, and precompression and charging continues (line 8) until the rotor rotates 150°, at which point, The booster suction port is closed. Final compression begins at 150° of rotation (line 9) and continues until 180°, although the compressed air-fuel mixture ignites at 175°. Ignition at this point in the cycle is 5° before the next rest period beginning at 180°, the next combustion rest (line 1 ) begins, and the entire combustion sequence described above is repeated in full.

It should be appreciated that the functions described and shown in graph form in FIG. 6 are again represented in FIG. 7 together with the cam track design.

Referring to FIG. 7, the upper half of the graph reflects the curve data shown in FIG. 6, while the lower half of the graph shows the position of the cam track and piston relative to the center of the main shaft Q of the engine/generator. The exhaust valve cam ring T is shown in the center of the figure. It is believed that readers can understand FIG. 7 in combination with FIG. 6 and through the self-explanation specifically indicated in FIG. 7 . It can also be seen from the lower half of Fig. 7 that the position of the cam follower M relative to the centerline of the engine/generator main shaft is also given. This is represented by A-A at each of the six positions of the cam follower shown. B-B indicates the distance from the outer cam surface to the center of the shaft; C-C is the distance from the piston surface to the bottom of the cylinder, and D-D is the piston stroke length to the next number position.

In the remaining Figures 8-13, the main events that take place inside the engine/generator during a complete combustion sequence are shown. For clarity, in all drawings, normally stationary parts are shown as rotating and normally rotating parts are shown as stationary.

Referring first to Figure 8, Figure 8 shows ignition occurring with the rotor H in the 355° position (or 5° before combustion stops at 0° rotor rotation). As before, the fuel is ignited early in order to provide the pressure required to prevent the cam roller bearing M from leaving the outer surface 30 of the cam track at the top of the piston stroke. The insulated pole A in the front case B is aligned with the spark plug insulator E housed in the rotor H. As best shown in Figure 8A, the spark 37 jumps over the gap between the electrode A and the insulator E and in the combustion chamber 22; Ignition of the fresh air/fuel mixture in the cylinder counterbalances the opposing forces acting on the main shaft Q.

The end of the combustion quiescence is shown in Figures 9 and 9A, which show a 10° rotation of the engine rotor at the end of the combustion quiescence (see Figure 6). The fuel actually ignites 15° before the end of the combustion rest during which the piston remains relatively stationary in its place in the cylinder. At this point, the combusting air/fuel mixture has sufficient time to achieve the optimum pressure in the combustion chamber 22 . The cam roller bearings 24 bear against the outer cam surfaces 30 of the cam tracks to initiate their descent. Because the action of two opposing cylinders simultaneously performs the same function at 180°, vibrations in the engine are essentially eliminated.

Figures 10 and 10A show the state and position of the components at the end of the combustion stroke when the rotor is rotated through 48°. Each piston K in the two cylinders (I)1 and (I)4 is farthest from the center of the main shaft Q of the engine/generator. Three degrees (3°) before the exhaust valve cam follower Z contacts the raised portion 41 of the stationary exhaust valve cam ring T, the valve stems V clear their seats in the valve body W. The valves are not fully open in the following 11° rotor rotation, but the exhaust gases have left the cylinders through the partially open valves into the exhaust manifold ring 42 which is inserted into the outer circumference of the main shaft Q. The exhaust gases travel along the exhaust manifold ring until they reach the ports connecting the exhaust manifold ring with the exhaust pipes R, R. These vents are better indicated at 43 and 44 in Figure 12A.

Referring to FIG. 10A , exhaust gas can be seen leaving the engine/generator at 45 through exhaust pipe R. Referring to FIG.

It should be appreciated that Fig. 10B is an enlarged view of a portion of sectional view 10A, and it will be appreciated that all components that are normally stationary are shown in rotation. It should be understood that two spindle cooling ports are indicated in spindle Q. The exhaust pipe R contacts the main shaft Q only at the point where it is threaded on the main shaft Q (indicated at 50). As the remainder of its length passes through the main shaft and end casing U, the tube R is provided with circumferential clearance to allow free flow of cooling air 51 drawn in from outside the engine/generator passing through the bottom casing. Bottom of box U and main shaft for flow around the outside diameter of the exhaust pipe and through two cooling ports 46 to the front of the engine. Since the rear end f of the engine will be hotter due to the exhaust and the front of the engine will be cooler due to the intake of fresh air and fuel mixture, this temperature difference has the effect of balancing on the main shaft.

Referring to Fig. 10, it should be known that the positions of the insulated electrodes A and the two cylinder liners 9J represented by solid and dotted lines at (I) 3 and (I) 6 are only 7° from the beginning of their combustion sequence. At this time, the insulated The electrodes A are aligned with their corresponding spark plug insulators E.

Figures 11 and 11A show the engine/generator of the present invention at a 90° rotor rotation, where the exhaust cycle has undergone a 45° rotor rotation, and is designed to operate with a fully open valve stem V (Fig. 11A) continue for another 20° before closing.

It is important that the engine purge cycle starts before 20° and will continue for another 30° rotation. These operations are all done while the piston K is still in the same relative rest position with respect to the cylinder, since the end of the combustion stroke is 42° earlier. From this point on, the piston remains relatively stationary for an additional 45° rotation. The exhaust valve cam follower Z (see FIG. 11A ) is fully lifted at the extended rising curve segment 41 of the stationary exhaust valve cam ring T. Therefore, the valve stem V is fully opened and remains fully open by 31° at this stage. The valve stem will remain fully open for another 6°. Also, it should be appreciated that spindle Q cylinder purge and cooling ports 53 are not shown.

It will be appreciated that the positions of the two cylinder liners (I) 3 and (I) 6 shown in solid and dashed lines are exactly 30° slightly past halfway through their combustion strokes. These two cylinders both generate a large rotational force on the rotor H. Also, at this moment, the two cylinder liners (I) 2 and (I) 5 represented by the solid line (rather than the dotted line) just start their final combustion cycle, 25° from their next ignition, from their The next burn is 30° still.

The two purge and cylinder cooling ports 53 are clearly seen in FIG. 11B , which is an enlarged view of the central portion of sectional view 11A. The triangular shape of the actual open bore in the cylinder can be indicated at 54 in front view 11 . In FIG. 11B the compound angle cooling port 55 can be seen as it is aligned with the combustion chamber.

Although the exhaust valve stem V is fully open, as shown at 56, the purge and cooling air is directed by the angled partial opening hole 55, thereby forcing the cooling air through the fully open valve stem 56, through the combustion chamber, past the spark plug and into the cylinder, over the top of the piston, and back into the cylinder through the open exhaust valve assembly. As this purge and cooling air exits through the open exhaust valve assembly, it also cools the rotor exhaust ports 58, the main bearing exhaust ports 59, the exhaust manifold ring 42 in the main shaft Q, the exhaust ports in the main shaft 5 Air port (see 44 of Fig. 12A) and exhaust pipe R and engine/generator exhaust.

The second and third systems also perform the described action in order to cool the engine/generator, the first system is already visible in Figure 10B, where external cooling air is sucked in from the rear of the engine/generator and passed through the main shaft passage opening 46 suck out. The preheated air drawn from port 46 of Fig. 10B is fully or partially used for cylinder purge and cooling port 53 (Fig. 1 IB). This has the advantage of being able to more precisely control the internal temperature of the engine for better combustion results. When the engine is cold, the system is able to draw in cooling air by surrounding the exhaust pipe R, as indicated by the circumferential gap 57, so as to preheat the air as it passes through the exhaust pipe R, which preheated air is then used Heats the engine combustion chamber, thereby improving combustion. Conversely, when the engine is running hot under heavy loads or extreme outside temperatures, it is desirable to bring the engine to its optimum internal operating temperature with fresh air or a mixture of fresh and preheated air.

A third method of cooling the engine is through lubricating oil that is sprayed onto the cylinder and rotor assembly near the combustion chamber when the engine/generator is running.

In Figures 12 and 12A, the engine/generator is shown at 120° rotation. The exhaust valve has been fully closed for 10° of rotation, the purge and cooling ports have just fully closed, while the precompression and cylinder charge ports have started to open at 113° before 7°. Piston K in cylinders (I)1 and (I)4 remains substantially stationary and will do so for another 15° while the cleaned and purged cylinders are charged with fresh air and fuel. It can be seen that the suction port 60 in the main shaft Q branches into two separate rectangular branch ports 61 which are the precompression and cylinder charging ports. When these ports line up with the combustion chamber ports 62 in the rotor, the cylinders are filled with a fresh/fresh air-fuel mixture and precompressed. Also visible are exhaust ports 43 and 44 which connect exhaust manifold ring 42 to the exhaust pipe. The exhaust port 43 is shown to emphasize its circular cross-sectional shape. Port 44 more reflects its actual view as seen through section 12A, although it should be appreciated that both ports have the same diameter extending through the major axis at the same angle and are mirror images of each other.

Exhaust gas is visible in the exhaust manifold ring and exhaust pipe (Fig. 12A), although the exhaust valves and cylinders are shown closed in Fig. 12a. The reason is that cylinders (I)3 and (I)6 are in their exhaust cycle, while cylinders (I)2 and (I)5 are just starting to burn at rest, they ignite before 5° because of the position of the insulating electrode A It can be seen (Figure 12).

The final engine/generator in Figures 13 and 13A is at 150° rotor rotation. The rotor is in the final combustion cycle, during which all valves are of course closed relative to the combustion chamber. Pistons K in cylinders (I) 1 and (I) 4 shown in the figure, which started moving radially inward toward their combustion cycle 15° earlier and will continue for another 30°, will continue to move toward the engine/ The central movement of the generator. This is caused by the cam follower bearing M in contact with the inclined outer cam track surface 30 . After a 25° rotation, the spark plug re-ignites the air/fuel mixture in the cylinder and the engine will return to the position where it started the first figure of this series (fig. 8), but on the opposite side of the engine. Cylinders (I) 2 and (I) 5 , shown at rest at the beginning of their combustion in FIG. 12 , are now shown in FIG. 13 as traveling approximately halfway along the descending ramp of cam track surface 30 in the combustion cycle. At this time, the cylinders (I)2 and (I)5 generate and transmit a large force to the rotor (H).

It should be appreciated that the foregoing description in connection with FIGS. 1-13A follows events that occur during one-half of a full revolution of the engine/generator. In Figures 8-13, only a 180° rotation is involved. During this 180° operation, each of the six cylinders fires once. Those familiar with the inner workings of common motors will know that the motors described here represent a giant leap forward in the search for a power-dense, economical, reliable source of electrical power for a variety of portable as well as stationary in use.

Claims (7)

1. integrated type generator of engine unit, comprise: internal-combustion engine, this internal-combustion engine comprises: the center rotor of Qu Donging rotatably, and a plurality of radially that extend, the arc isolated cylinders of this center rotor supporting, this cylinder can rotate around central longitudinal axis with described rotor; Piston, this piston can be in each described cylinder moved in coaxial; Static whole housing is equipped with described motor this housing and described axis coaxle;

A pair of alignment, similarly, isolated ring cam set track vertically, the opposed inner walls of this ring cam set track and described housing forms one;

The pair of cams driven member, this links to each other to the described piston of cam follower and each, and each cam follower operationally cooperates with an adjacent described cam rail;

Become the device of support relation with the outside of each described cylinder, be used to make relevant a pair of described cam follower and separately corresponding piston interconnect, therefore, the burning of each piston starts and to be used to drive described cam follower and to move along described cam rail;

Static field winding, this winding was fixed on the interior week of described housing, and concentric ring is around described rotor and cylinder; And

At least one magnet, this magnet is mounted to described rotor and moves, so that produce electric energy with the orbiting of described winding of described magnet process.

2. integrated type generator of engine unit according to claim 1, wherein: described motor is two stroke multi-rotor engines, be used in and make the igniting of each cylinder in the process that whenever turns around repeatedly, it is characterized in that each piston in each combustion order, only carry out twice reverse.

3. integrated type generator of engine unit according to claim 1, wherein: described motor is two stroke type, each cylinder comprises single poppet type valve, and this valve control exhaust, purging and cool cycles prevent that simultaneously the fuel that does not consume from spilling into the atmosphere from each cylinder.

4. integrated type generator of engine unit according to claim 1, wherein: described cam rail is arranged to the radially relation of alignment relative at the opposite side of described cylinder, is used to control the operating movement of described piston.

5. integrated type generator of engine unit according to claim 4, wherein: each cam rail forms the part of single ring cam set, and this ring cam set has been determined 360 ° of rotor tracks; Each described cam has been determined a plurality of symmetric parts of described track with respect to described axis symmetry, and each described part has been determined a plurality of asymmetric part of described track with respect to described axis.

6. integrated type generator of engine unit according to claim 1, wherein: described cam rail is arranged to provide the variable piston combustion stroke, so that optimize the burning of selected fuel.

7. integrated type generator of engine unit according to claim 2, wherein: the described cam track design of described motor becomes to make the idle period in the top of each stroke of piston and bottom to prolong, therefore, at these two idle periods, each described piston is substantially with respect to its associated cylinder and static.

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